JP6119662B2 - Electric vehicle - Google Patents

Electric vehicle Download PDF

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JP6119662B2
JP6119662B2 JP2014088033A JP2014088033A JP6119662B2 JP 6119662 B2 JP6119662 B2 JP 6119662B2 JP 2014088033 A JP2014088033 A JP 2014088033A JP 2014088033 A JP2014088033 A JP 2014088033A JP 6119662 B2 JP6119662 B2 JP 6119662B2
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fuel cell
pipe
cell stack
compressor
intercooler
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JP2015205615A (en
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哲二 相島
哲二 相島
村田　成亮
成亮 村田
博義 松本
博義 松本
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Toyota Motor Corp
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Toyota Motor Corp
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Priority to JP2014088033A priority Critical patent/JP6119662B2/en
Priority to US15/305,530 priority patent/US9789755B2/en
Priority to CA2916464A priority patent/CA2916464C/en
Priority to PCT/JP2015/056989 priority patent/WO2015163024A1/en
Priority to CN201580000848.7A priority patent/CN105283336B/en
Priority to DE112015001911.1T priority patent/DE112015001911B4/en
Publication of JP2015205615A publication Critical patent/JP2015205615A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K8/00—Arrangement or mounting of propulsion units not provided for in one of the preceding main groups
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
    • B60L50/72—Constructional details of fuel cells specially adapted for electric vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • H01M8/04067—Heat exchange or temperature measuring elements, thermal insulation, e.g. heat pipes, heat pumps, fins
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04201—Reactant storage and supply, e.g. means for feeding, pipes
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04746—Pressure; Flow
    • H01M8/04753—Pressure; Flow of fuel cell reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04955—Shut-off or shut-down of fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/24—Grouping of fuel cells, e.g. stacking of fuel cells
    • H01M8/2465—Details of groupings of fuel cells
    • H01M8/247—Arrangements for tightening a stack, for accommodation of a stack in a tank or for assembling different tanks
    • H01M8/2475—Enclosures, casings or containers of fuel cell stacks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B60K2001/0405—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
    • B60K2001/0411—Arrangement in the front part of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00—Other features of vehicle sub-units
    • B60Y2306/01—Reducing damages in case of crash, e.g. by improving battery protection
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Description

本発明は電動車両に関する。   The present invention relates to an electric vehicle.

水素と酸素との電気化学反応により電力を発生する燃料電池スタックと、燃料電池スタックと水素タンクとを互いに連結する水素供給路内に配置された水素遮断弁と、燃料電池スタックに空気を供給するコンプレッサと、を備え、車両衝突時にはまず水素遮断弁を閉弁し、次いでコンプレッサを停止する、電動車両が公知である（特許文献１参照）。すなわち、特許文献１では、車両衝突後もしばらくの間は、コンプレッサの作動を継続し、それにより、燃料電池スタック内に残存する水素を消費するようにしている。   A fuel cell stack that generates electric power by an electrochemical reaction between hydrogen and oxygen, a hydrogen shut-off valve disposed in a hydrogen supply path that interconnects the fuel cell stack and the hydrogen tank, and air to the fuel cell stack An electric vehicle is known that includes a compressor, and first closes the hydrogen cutoff valve and then stops the compressor when the vehicle collides (see Patent Document 1). That is, in Patent Document 1, the operation of the compressor is continued for a while after the vehicle collision, thereby consuming hydrogen remaining in the fuel cell stack.

一方、コンプレッサと、コンプレッサから吐出された酸化剤ガスを冷却するインタークーラと、燃料電池スタックとを乗員室の車両長さ方向外方に形成された収容室内に収容し、コンプレッサの出口とインタークーラの入口とを上流側配管により互いに連結すると共に、インタークーラの出口と燃料電池スタックの酸化剤ガス通路の入口とを下流側配管により互いに連結した、電動車両も公知である。   On the other hand, a compressor, an intercooler that cools the oxidant gas discharged from the compressor, and a fuel cell stack are housed in a housing chamber formed outward in the vehicle length direction of the passenger compartment, and the outlet of the compressor and the intercooler An electric vehicle is also known in which an inlet of the fuel cell is connected to each other by an upstream pipe, and an outlet of the intercooler and an inlet of an oxidant gas passage of the fuel cell stack are connected to each other by a downstream pipe.

特開２００１−３５７８６３号公報JP 2001-357863 A

上述した特許文献１では、車両衝突後に残存水素が消費される。このことは、車両衝突後も、燃料電池スタックにおいて発電が継続されることを意味する。その結果、燃料電池スタックが高電圧に維持されるおそれがある。燃料電池スタックが高電圧であると、作業者が感電するおそれがある。   In Patent Document 1 described above, residual hydrogen is consumed after a vehicle collision. This means that power generation is continued in the fuel cell stack even after a vehicle collision. As a result, the fuel cell stack may be maintained at a high voltage. If the fuel cell stack is at a high voltage, the operator may be electrocuted.

本発明によれば、酸化剤ガスを吐出するコンプレッサと、コンプレッサから吐出された酸化剤ガスを冷却するインタークーラと、燃料ガスと酸化剤ガスとの電気化学反応により電力を発生する燃料電池スタックとを乗員室の車両長さ方向外方に形成された収容室内に収容し、コンプレッサの出口とインタークーラの入口とを上流側配管により互いに連結すると共に、インタークーラの出口と燃料電池スタックの酸化剤ガス通路の入口とを下流側配管により互いに連結した、電動車両であって、車両に入力される衝撃荷重があらかじめ定められた上限値よりも大きい車両重衝突時に、コンプレッサ及び燃料電池スタックの一方又は両方がインタークーラに対し相対移動するようにこれらコンプレッサ、インタークーラ及び燃料電池スタックを収容室内に設け、車両重衝突時にコンプレッサ及び燃料電池スタックの一方又は両方がインタークーラに対し相対移動することにより上流側配管及び下流側配管の一方又は両方が収容室の内部空間に連通するように上流側配管又は下流側配管を形成した、
電動車両が提供される。 According to the present invention, a compressor that discharges oxidant gas, an intercooler that cools oxidant gas discharged from the compressor, and a fuel cell stack that generates electric power by an electrochemical reaction between the fuel gas and the oxidant gas; Is connected to the outlet of the compressor and the inlet of the intercooler by an upstream pipe, and the outlet of the intercooler and the oxidant of the fuel cell stack are connected to each other. An electric vehicle in which the inlet of the gas passage is connected to each other by downstream piping, and one of the compressor and the fuel cell stack or the fuel cell stack at the time of a vehicle heavy collision in which the impact load input to the vehicle is larger than a predetermined upper limit value Contain these compressors, intercoolers and fuel cell stacks so that both move relative to the intercooler. Provided indoors, one or both of the compressor and fuel cell stack move relative to the intercooler in the event of a heavy vehicle collision so that one or both of the upstream piping and downstream piping communicate with the internal space of the storage chamber. Side piping or downstream piping was formed,
An electric vehicle is provided.

車両重衝突時に燃料電池スタックでの発電を迅速にかつ確実に停止させることができる。   Power generation in the fuel cell stack can be stopped quickly and reliably at the time of a heavy vehicle collision.

電動車両の部分側面断面図である。It is a partial side sectional view of an electric vehicle. 燃料電池システムの全体図である。1 is an overall view of a fuel cell system. 車両重衝突時における電動車両の部分側面断面である。It is a partial side cross section of the electric vehicle at the time of a vehicle heavy collision.

図１を参照すると、電動車両１は乗員室２と、乗員室２の車両長さ方向外側、すなわち前側に形成された収容室３とを備える。図１に示される実施例では、収容室３はダッシュボード４により乗員室２から分離される。この収容室３内には燃料電池システムＡの一部又は全部が収容される。   Referring to FIG. 1, the electric vehicle 1 includes a passenger compartment 2 and a storage chamber 3 formed on the outer side of the passenger compartment 2 in the vehicle length direction, that is, on the front side. In the embodiment shown in FIG. 1, the storage chamber 3 is separated from the passenger compartment 2 by a dashboard 4. A part or all of the fuel cell system A is accommodated in the accommodating chamber 3.

図２は燃料電池システムＡの一例を示している。図２を参照すると、燃料電池システムＡは燃料電池スタック１０を備える。燃料電池スタック１０は積層方向に互いに積層された複数の燃料電池単セルを備える。各燃料電池単セルは膜電極接合体２０を含む。膜電極接合体２０は膜状の電解質と、電解質の一側に形成されたアノード極と、電解質の他側に形成されたカソード極とを備える。また、各燃料電池単セル内には、アノード極に燃料ガスを供給するための燃料ガス流通路と、カソード極に酸化剤ガスを供給する酸化剤ガス流通路と、燃料電池単セルに冷却水を供給するための冷却水流通路とがそれぞれ形成される。複数の燃料電池単セルの燃料ガス流通路、酸化剤ガス流通路、及び冷却水流通路をそれぞれ直列に接続することにより、燃料電池スタック１０に燃料ガス通路３０、酸化剤ガス通路４０、及び冷却水通路５０がそれぞれ形成される。   FIG. 2 shows an example of the fuel cell system A. Referring to FIG. 2, the fuel cell system A includes a fuel cell stack 10. The fuel cell stack 10 includes a plurality of fuel cell single cells stacked in the stacking direction. Each single fuel cell includes a membrane electrode assembly 20. The membrane electrode assembly 20 includes a membrane electrolyte, an anode electrode formed on one side of the electrolyte, and a cathode electrode formed on the other side of the electrolyte. Further, in each fuel cell single cell, a fuel gas flow passage for supplying fuel gas to the anode electrode, an oxidant gas flow passage for supplying oxidant gas to the cathode electrode, and cooling water to the fuel cell single cell. And a cooling water flow passage for supplying water. By connecting the fuel gas flow passage, the oxidant gas flow passage, and the cooling water flow passage of the plurality of fuel cell single cells in series, the fuel gas passage 30, the oxidant gas passage 40, and the cooling water are connected to the fuel cell stack 10. Each passage 50 is formed.

燃料ガス通路３０の入口には下流側燃料ガス配管３１ｄが連結され、下流側燃料ガス供給管３１ｄは燃料ガスの圧力を調節するレギュレータ３２の出口に連結される。レギュレータ３２の入口には上流側燃料ガス配管３１ｕが連結され、上流側燃料ガス配管３１ｕは燃料ガス源３３に連結される。本発明による実施例では燃料ガスは水素から形成され、燃料ガス源３３は水素タンクから形成される。上流側燃料ガス配管３１ｕ内には燃料ガス遮断弁３４が配置される。一方、燃料ガス通路３０の出口にはアノードオフガス管３５が連結される。燃料ガス遮断弁３４が開弁されると、燃料ガス源３３内の燃料ガスが燃料電池スタック１０内の燃料ガス通路３０内に供給される。このとき燃料ガス通路３０から流出するガス、すなわちアノードオフガスはアノードオフガス管３５内に流入する。 The inlet of the fuel gas passage 30 is connected downstream-side fuel gas pipe 31d, the downstream-side fuel gas supplying pipe 31 d is connected to the outlet of the regulator 32 to regulate the pressure of the fuel gas. An upstream fuel gas pipe 31 u is connected to the inlet of the regulator 32, and the upstream fuel gas pipe 31 u is connected to a fuel gas source 33. In an embodiment according to the present invention, the fuel gas is formed from hydrogen and the fuel gas source 33 is formed from a hydrogen tank. A fuel gas cutoff valve 34 is disposed in the upstream side fuel gas pipe 31u. On the other hand, an anode off gas pipe 35 is connected to the outlet of the fuel gas passage 30. When the fuel gas shut-off valve 34 is opened, the fuel gas in the fuel gas source 33 is supplied into the fuel gas passage 30 in the fuel cell stack 10. At this time, the gas flowing out from the fuel gas passage 30, that is, the anode off-gas flows into the anode off-gas pipe 35.

また、酸化剤ガス通路４０の入口には下流側酸化剤ガス配管４１ｄが連結され、下流側酸化剤ガス配管４１ｄは酸化剤ガスを冷却するインタークーラ４２の出口に連結される。インタークーラ４２の入口には上流側酸化剤ガス配管４１ｕが連結され、上流側酸化剤ガス配管４１ｕは酸化剤ガスを吐出するコンプレッサ４３の出口に連結される。コンプレッサ４３の入口には酸化剤ガスダクト４４が連結され、酸化剤ガスダクト４４は酸化剤ガス源４５に連結される。本発明による実施例では酸化剤ガスは空気から形成され、酸化剤ガス源４５は大気から形成される。一方、酸化剤ガス通路４０の出口にはカソードオフガス管４６が連結される。コンプレッサ４３が駆動されると、酸化剤ガス源４５内の酸化剤ガスが燃料電池スタック１０内の酸化剤ガス通路４０内に供給される。このとき酸化剤ガス通路４０から流出するガス、すなわちカソードオフガスはカソードオフガス管４６内に流入する。   A downstream side oxidant gas pipe 41d is connected to the inlet of the oxidant gas passage 40, and the downstream side oxidant gas pipe 41d is connected to the outlet of the intercooler 42 that cools the oxidant gas. An upstream side oxidant gas pipe 41u is connected to the inlet of the intercooler 42, and the upstream side oxidant gas pipe 41u is connected to the outlet of the compressor 43 that discharges the oxidant gas. An oxidant gas duct 44 is connected to the inlet of the compressor 43, and the oxidant gas duct 44 is connected to an oxidant gas source 45. In an embodiment according to the present invention, the oxidant gas is formed from air and the oxidant gas source 45 is formed from the atmosphere. On the other hand, a cathode off-gas pipe 46 is connected to the outlet of the oxidant gas passage 40. When the compressor 43 is driven, the oxidant gas in the oxidant gas source 45 is supplied into the oxidant gas passage 40 in the fuel cell stack 10. At this time, the gas flowing out from the oxidant gas passage 40, that is, the cathode off gas flows into the cathode off gas pipe 46.

燃料電池スタック１０に燃料ガス及び酸化剤ガスが供給されると、燃料電池単セルにおいて電気化学反応（Ｏ２＋４Ｈ＋＋４ｅ−→２Ｈ２Ｏ）が起こり、電気エネルギが発生される。この発生された電気エネルギはモータジェネレータ（図示しない）に送られる。その結果、モータジェネレータが車両駆動用の電気モータとして作動され、車両が駆動される。 When fuel gas and oxidant gas are supplied to the fuel cell stack 10, an electrochemical reaction (O 2 + 4H + + 4e − → 2H 2 O) occurs in the fuel cell single cell, and electric energy is generated. The generated electrical energy is sent to a motor generator (not shown). As a result, the motor generator is operated as an electric motor for driving the vehicle, and the vehicle is driven.

再び図１を参照すると、図１には、燃料電池システムＡのうちコンプレッサ４３、インタークーラ４２、燃料電池スタック１０、上流側酸化剤ガス配管４１ｕ、下流側酸化剤ガス配管４１ｄ、及び酸化剤ガスダクト４４が示されている。以下では、上流側酸化剤ガス配管４１ｕ及び下流側酸化剤ガス配管４１ｄをそれぞれ上流側配管４１ｕ及び下流側配管４１ｄと称することにする。   Referring to FIG. 1 again, FIG. 1 shows the compressor 43, the intercooler 42, the fuel cell stack 10, the upstream side oxidant gas pipe 41u, the downstream side oxidant gas pipe 41d, and the oxidant gas duct in the fuel cell system A. 44 is shown. Hereinafter, the upstream side oxidant gas pipe 41u and the downstream side oxidant gas pipe 41d are referred to as an upstream side pipe 41u and a downstream side pipe 41d, respectively.

図１に示される実施例では、上流側配管４１ｕは互いに連結された上流側第１管部分４１ｕ１及び上流側第２管部分４１ｕ２から形成される。すなわち、コンプレッサ４３の出口は上流側第１管部分４１ｕ１に連結され、上流側第１管部分４１ｕ１は上流側第２管部分４１ｕ２に連結され、上流側第２管部分４１ｕ２はインタークーラ４２の入口に連結される。同様に、下流側配管４１ｄは互いに連結された下流側第１管部分４１ｄ１及び下流側第２管部分４１ｄ２から形成される。すなわち、インタークーラ４２の出口は下流側第１管部分４１ｄ１に連結され、下流側第１管部分４１ｄ１は下流側第２管部分４１ｄ２に連結され、下流側第２管部分４１ｄ２は燃料電池スタック１０の酸化剤ガス通路の入口に連結される。別の実施例では、上流側配管４１ｕ又は下流側配管４１ｄは単一の管部分から形成される。更に別の実施例では、上流側配管４１ｕ又は下流側配管４１ｄは３つ以上の管部分から形成される。   In the embodiment shown in FIG. 1, the upstream pipe 41u is formed of an upstream first pipe portion 41u1 and an upstream second pipe portion 41u2 that are connected to each other. That is, the outlet of the compressor 43 is connected to the upstream first tube portion 41u1, the upstream first tube portion 41u1 is connected to the upstream second tube portion 41u2, and the upstream second tube portion 41u2 is connected to the inlet of the intercooler 42. Connected to Similarly, the downstream pipe 41d is formed of a downstream first pipe part 41d1 and a downstream second pipe part 41d2 that are connected to each other. That is, the outlet of the intercooler 42 is connected to the downstream first tube portion 41d1, the downstream first tube portion 41d1 is connected to the downstream second tube portion 41d2, and the downstream second tube portion 41d2 is connected to the fuel cell stack 10. Connected to the inlet of the oxidant gas passage. In another embodiment, the upstream pipe 41u or the downstream pipe 41d is formed from a single pipe portion. In yet another embodiment, the upstream pipe 41u or the downstream pipe 41d is formed of three or more pipe parts.

コンプレッサ４３、インタークーラ４２及び燃料電池スタック１０と上流側配管４１ｕ及び下流側配管４１ｄとの間の連結、並びに、管部分４１ｕ１，４１ｕ２，４１ｄ１，４１ｄ２同士間の連結は、例えば一方を他方内に挿入して重なり部分を形成し、この重なり部分の周りに設けたクリップを締め付けることにより達成される。   The connection between the compressor 43, the intercooler 42 and the fuel cell stack 10, the upstream side pipe 41u and the downstream side pipe 41d, and the connection between the pipe parts 41u1, 41u2, 41d1, 41d2 are, for example, one in the other. This is accomplished by inserting to form an overlap and tightening a clip provided around the overlap.

また、図１に示される実施例では、上流側配管４１ｕ及び下流側配管４１ｄの一部、例えば上流側第１管部分４１ｕ１及び下流側第２管部分４１ｄ２は比較的剛性が高い材料、例えば金属から形成される。一方、上流側配管４１ｕ及び下流側配管４１ｄの残り、例えば上流側第２管部分４１ｕ２及び下流側第１管部分４１ｄ１は比較的柔軟性が高い材料、例えば樹脂から形成される。なお、図１に示される実施例では、上流側第１管部分４１ｕ１及び下流側第２管部分４１ｄ２は燃料電池スタック１０に固定される。一方、上流側第２管部分４１ｕ２及び下流側第１管部分４１ｄ１は燃料電池スタック１０に固定されない。   Further, in the embodiment shown in FIG. 1, a part of the upstream side pipe 41u and the downstream side pipe 41d, for example, the upstream side first pipe part 41u1 and the downstream side second pipe part 41d2 are made of a material having a relatively high rigidity, for example, a metal. Formed from. On the other hand, the remainder of the upstream side pipe 41u and the downstream side pipe 41d, for example, the upstream side second pipe part 41u2 and the downstream side first pipe part 41d1 are made of a relatively flexible material, for example, resin. In the embodiment shown in FIG. 1, the upstream first tube portion 41u1 and the downstream second tube portion 41d2 are fixed to the fuel cell stack 10. On the other hand, the upstream second tube portion 41u2 and the downstream first tube portion 41d1 are not fixed to the fuel cell stack 10.

更に、図１に示される実施例では、インタークーラ４２は電動車両１のフレーム、例えばサスペンションメンバ５に直接的に固定される。これに対し、コンプレッサ４３及び燃料電池スタック１０はマウント（図示しない）を介しサスペンションメンバ５に間接的に固定される。具体的には、燃料電池スタック１０はマウントを介してサスペンションメンバ５に固定され、コンプレッサ４３はマウントを介して燃料電池スタック１０に固定される。別の実施例では、コンプレッサ４３はマウントを介してサスペンションメンバ５に固定される。更に別の実施例では、燃料電池スタック１０又はコンプレッサ４３はマウントを介して燃料電池システムＡの別要素、例えばモータジェネレータに固定される。   Further, in the embodiment shown in FIG. 1, the intercooler 42 is directly fixed to the frame of the electric vehicle 1, for example, the suspension member 5. On the other hand, the compressor 43 and the fuel cell stack 10 are indirectly fixed to the suspension member 5 via a mount (not shown). Specifically, the fuel cell stack 10 is fixed to the suspension member 5 via a mount, and the compressor 43 is fixed to the fuel cell stack 10 via a mount. In another embodiment, the compressor 43 is fixed to the suspension member 5 via a mount. In yet another embodiment, the fuel cell stack 10 or the compressor 43 is fixed to another element of the fuel cell system A, such as a motor generator, via a mount.

このようにコンプレッサ４３、燃料電池スタック１０及びインタークーラ４２を収容室３内に設けると、車両衝突時にコンプレッサ４３及び燃料電池スタック１０の一方又は両方がインタークーラ４２に対し相対移動することができる。すなわち、車両１がその前端１ａにおいて衝突すると、車両１に車両長さ方向ＶＬ内向き、すなわち後向きの衝撃荷重が作用する。この後向きの衝撃荷重があらかじめ定められた上限値よりも大きいとき、すなわち車両重衝突が発生したときには、比較的重量が大きいコンプレッサ４３及び燃料電池スタック１０の一方又は両方がマウントから離脱し、当初の位置から移動する。これに対し、比較的軽量のインタークーラ４２はサスペンションメンバ５に直接的に固定されており、移動しない。その結果、車両重衝突によりコンプレッサ４３及び燃料電池スタック１０の一方又は両方がインタークーラ４２に対し相対移動する。   When the compressor 43, the fuel cell stack 10, and the intercooler 42 are provided in the housing chamber 3 as described above, one or both of the compressor 43 and the fuel cell stack 10 can move relative to the intercooler 42 at the time of a vehicle collision. That is, when the vehicle 1 collides at the front end 1a, an impact load inward in the vehicle length direction VL, that is, a rearward impact acts on the vehicle 1. When this rearward impact load is larger than a predetermined upper limit value, that is, when a heavy vehicle collision occurs, one or both of the relatively heavy compressor 43 and the fuel cell stack 10 are detached from the mount, Move from position. On the other hand, the relatively lightweight intercooler 42 is directly fixed to the suspension member 5 and does not move. As a result, one or both of the compressor 43 and the fuel cell stack 10 move relative to the intercooler 42 due to a heavy vehicle collision.

図３は、車両重衝突によりコンプレッサ４３及び燃料電池スタック１０がインタークーラ４２に対し相対移動した場合を示している。図３に示される実施例では、燃料電池スタック１０の前端が燃料電池スタック１０の後端に対して持ち上がる方向にコンプレッサ４３及び燃料電池スタック１０が移動する。その結果、上流側第１管部分４１ｕ１と上流側第２管部分４１ｕ２との間の連結が外れる。また、下流側第１管部分４１ｄ１と下流側第２管部分４１ｄ２との間の連結が外れる。したがって、上流側配管４１ｕ及び下流側配管４１ｄが収容室３の内部空間３ａに連通することになる。別の実施例では、上流側第１管部分４１ｕ１と上流側第２管部分４１ｕ２との間の連結と、下流側第１管部分４１ｄ１と下流側第２管部分４１ｄ２との間の連結とのうち一方のみが外れる。   FIG. 3 shows a case where the compressor 43 and the fuel cell stack 10 move relative to the intercooler 42 due to a heavy vehicle collision. In the embodiment shown in FIG. 3, the compressor 43 and the fuel cell stack 10 move in a direction in which the front end of the fuel cell stack 10 is lifted with respect to the rear end of the fuel cell stack 10. As a result, the connection between the upstream first tube portion 41u1 and the upstream second tube portion 41u2 is released. Further, the connection between the downstream first tube portion 41d1 and the downstream second tube portion 41d2 is released. Therefore, the upstream side pipe 41 u and the downstream side pipe 41 d communicate with the internal space 3 a of the storage chamber 3. In another embodiment, the connection between the upstream first tube portion 41u1 and the upstream second tube portion 41u2 and the connection between the downstream first tube portion 41d1 and the downstream second tube portion 41d2 Only one of them will come off.

ところで、本発明による実施例では、電動車両１は車両１の加速度を検出する加速度センサ（図示しない）を備えている。加速度センサにより検出された加速度があらかじめ定められた閾値を越えたときに車両重衝突が発生したと判断され、加速度が閾値を越えないときには車両重衝突が発生してないと判断される。車両重衝突が発生したと判断されたときには、コンプレッサ４３への通電を停止してコンプレッサ４３を停止させ、燃料電池スタック１０への酸化剤ガスの供給を停止する。また、このとき、燃料ガス遮断弁３４（図２）を閉弁し、燃料電池スタック１０への燃料ガスの供給を停止する。その結果、燃料電池スタック１０での発電が停止される。更に、燃料電池スタック１０には放電装置（図示しない）が設けられており、車両重衝突が発生したと判断されると、放電装置が作動されて燃料電池スタック１０が放電される。その結果、燃料電池スタック１０の電圧が低下され、作業者が安全に作業することが可能となる。なお、本発明による実施例では、車両重衝突が発生したと判断されたときに、乗員室２に設けられているエアバッグが展開され、車両重衝突が発生していないと判断されたときにはエアバッグは展開されない。   By the way, in the Example by this invention, the electric vehicle 1 is provided with the acceleration sensor (not shown) which detects the acceleration of the vehicle 1. FIG. When the acceleration detected by the acceleration sensor exceeds a predetermined threshold, it is determined that a vehicle heavy collision has occurred, and when the acceleration does not exceed the threshold, it is determined that no vehicle heavy collision has occurred. When it is determined that the vehicle heavy collision has occurred, the power supply to the compressor 43 is stopped, the compressor 43 is stopped, and the supply of the oxidant gas to the fuel cell stack 10 is stopped. At this time, the fuel gas shut-off valve 34 (FIG. 2) is closed, and the supply of the fuel gas to the fuel cell stack 10 is stopped. As a result, power generation in the fuel cell stack 10 is stopped. Furthermore, the fuel cell stack 10 is provided with a discharge device (not shown), and when it is determined that a vehicle heavy collision has occurred, the discharge device is activated to discharge the fuel cell stack 10. As a result, the voltage of the fuel cell stack 10 is reduced, and the worker can work safely. In the embodiment according to the present invention, when it is determined that a vehicle heavy collision has occurred, the airbag provided in the passenger compartment 2 is deployed, and when it is determined that no vehicle heavy collision has occurred, the air bag is The bag is not deployed.

ところが、コンプレッサ４３への通電を停止しても、コンプレッサ４３の回転子のような可動要素が慣性により運動し続けるので、コンプレッサ４３からの酸化剤ガス供給は直ちに停止せず、すなわちコンプレッサ４３から酸化剤ガスが吐出され続ける。一方、燃料電池スタック１０内には燃料ガスが残存している。このため、コンプレッサ４３から吐出された酸化剤ガスが燃料電池スタック１０に供給され続けると、燃料電池スタック１０で発電が継続されることになる。その結果、燃料電池スタック１０が高電圧に維持されてしまう。   However, even if the power supply to the compressor 43 is stopped, the movable element such as the rotor of the compressor 43 continues to move due to inertia, so that the supply of the oxidant gas from the compressor 43 does not stop immediately, that is, the oxidation from the compressor 43 The agent gas continues to be discharged. On the other hand, fuel gas remains in the fuel cell stack 10. For this reason, when the oxidant gas discharged from the compressor 43 continues to be supplied to the fuel cell stack 10, power generation is continued in the fuel cell stack 10. As a result, the fuel cell stack 10 is maintained at a high voltage.

本発明による実施例では、上述したように、車両重衝突が発生すると、上流側配管４１ｕ及び下流側配管４１ｄが収容室３の内部空間３ａ内に連通する。その結果、コンプレッサ４３から酸化剤ガスが吐出され続けたとしても、酸化剤ガスが収容室３の内部空間３ａ内に放出され、すなわち燃料電池スタック１０に供給されなくなる。すなわち、車両重衝突時に燃料電池スタック１０への酸化剤ガスの供給が迅速に停止される。また、燃料電池スタック１０の酸化剤ガス通路４０（図２）内の圧力は収容室３の内部空間３ａ内の圧力よりも高いので、酸化剤ガス通路４０から内部空間３ａ内に残存酸化剤ガスが流出する。その結果、燃料電池スタック１０における発電が速やかに停止される。   In the embodiment according to the present invention, as described above, when a vehicle heavy collision occurs, the upstream side pipe 41u and the downstream side pipe 41d communicate with the interior space 3a of the storage chamber 3. As a result, even if the oxidant gas continues to be discharged from the compressor 43, the oxidant gas is released into the internal space 3a of the storage chamber 3, that is, not supplied to the fuel cell stack 10. That is, the supply of the oxidant gas to the fuel cell stack 10 is quickly stopped at the time of a heavy vehicle collision. Further, since the pressure in the oxidant gas passage 40 (FIG. 2) of the fuel cell stack 10 is higher than the pressure in the internal space 3a of the storage chamber 3, the residual oxidant gas from the oxidant gas passage 40 into the internal space 3a. Leaks. As a result, power generation in the fuel cell stack 10 is quickly stopped.

なお、上流側配管４１ｕ及び下流側配管４１ｄが収容室３の内部空間３ａ内に連通した場合には、燃料電池スタック１０の酸化剤ガス通路４０も内部空間３ａ内に連通することになる。この場合、内部空間３ａ内の空気ないし酸化剤ガスが例えば対流により燃料電池スタック１０内に流入するおそれがある。その結果、燃料電池スタック１０で発電が継続され又は再開するおそれがある。しかしながら、内部空間３ａから燃料電池スタック１０内に流入する酸化剤ガス量は少なく、燃料電池スタック１０で発電されたとしても、上述の放電装置により燃料電池スタック１０は低電圧に維持される。   When the upstream pipe 41u and the downstream pipe 41d communicate with the internal space 3a of the storage chamber 3, the oxidant gas passage 40 of the fuel cell stack 10 also communicates with the internal space 3a. In this case, air or oxidant gas in the internal space 3a may flow into the fuel cell stack 10 by convection, for example. As a result, the fuel cell stack 10 may continue or resume power generation. However, the amount of oxidant gas flowing into the fuel cell stack 10 from the internal space 3a is small, and even if power is generated in the fuel cell stack 10, the fuel cell stack 10 is maintained at a low voltage by the above-described discharge device.

一方、車両重衝突が発生していないときには、上流側第１管部分４１ｕ１と上流側第２管部分４１ｕ２との間の連結及び下流側第１管部分４１ｄ１と下流側第２管部分４１ｄ２との間の連結は維持される。すなわち、上流側配管４１ｕ及び下流側配管４１ｄは収容室３の内部空間３ａから隔離され続ける。   On the other hand, when a vehicle heavy collision has not occurred, the connection between the upstream first tube portion 41u1 and the upstream second tube portion 41u2 and the connection between the downstream first tube portion 41d1 and the downstream second tube portion 41d2 The linkage between is maintained. That is, the upstream side pipe 41 u and the downstream side pipe 41 d continue to be isolated from the internal space 3 a of the storage chamber 3.

したがって、図３に示される実施例では、車両重衝突時にコンプレッサ４３及び燃料電池スタック１０の一方又は両方がインタークーラ４２に対し相対移動することにより上流側配管４１ｕ及び下流側配管４１ｄの一方又は両方が収容室３の内部空間３ａに連通し、車両重衝突時以外には上流側配管４１ｕ及び下流側配管４１ｄの両方が内部空間３ａから隔離され続けるように、上流側第１管部分４１ｕ１と上流側第２管部分４１ｕ２との間の連結力及び下流側第１管部分４１ｄ１と下流側第２管部分４１ｄ２との間の連結力が設定されるという見方もできる。   Therefore, in the embodiment shown in FIG. 3, one or both of the upstream side pipe 41u and the downstream side pipe 41d are moved by moving one or both of the compressor 43 and the fuel cell stack 10 relative to the intercooler 42 in the event of a heavy vehicle collision. Communicates with the internal space 3a of the storage chamber 3, and the upstream side first pipe portion 41u1 and the upstream side so that both the upstream side pipe 41u and the downstream side pipe 41d continue to be isolated from the internal space 3a except during a heavy vehicle collision. It can also be seen that the connecting force between the second side pipe portion 41u2 and the connecting force between the first downstream tube portion 41d1 and the second downstream tube portion 41d2 are set.

ところで、コンプレッサ４３と燃料電池スタック１０との間の例えば下流側配管４１ｄ内に酸化剤ガス遮断弁を追加し、車両重衝突時にこの酸化剤ガス遮断弁を閉弁すれば、燃料電池スタック１０への酸化剤ガスの供給を迅速に停止することができる。あるいは、コンプレッサ４３の可動要素の運動を停止する制動装置を追加し、車両重衝突時に可動要素の運度を停止させれば、酸化剤ガスの供給を迅速に停止することができる。しかしながら、これらの場合には追加のコストを必要とする。これに対し、本発明による実施例では追加のコストを要することなく、燃料電池スタック１０への酸化剤ガスの供給を迅速に停止することができる。   By the way, if an oxidant gas shut-off valve is added, for example, in the downstream pipe 41d between the compressor 43 and the fuel cell stack 10, and the oxidant gas shut-off valve is closed at the time of a heavy vehicle collision, the fuel cell stack 10 is reached. It is possible to quickly stop the supply of the oxidant gas. Alternatively, if a braking device for stopping the movement of the movable element of the compressor 43 is added and the mobility of the movable element is stopped at the time of a heavy vehicle collision, the supply of the oxidant gas can be quickly stopped. However, these cases require additional costs. On the other hand, in the embodiment according to the present invention, the supply of the oxidant gas to the fuel cell stack 10 can be quickly stopped without any additional cost.

本発明による別の実施例では、車両重衝突時にコンプレッサ４３及び燃料電池スタック１０の一方又は両方がインタークーラ４２に対し相対移動することにより、コンプレッサ４３と上流側配管４１ｕとの間の連結と、上流側配管４１ｕとインタークーラ４２との間の連結と、インタークーラ４２と下流側配管４１ｄとの間の連結と、下流側配管４１ｄと燃料電池スタック１０との間の連結と、のうち少なくとも一つが外れる。この場合、車両重衝突時にコンプレッサ４３及び燃料電池スタック１０の一方又は両方がインタークーラ４２に対し相対移動することにより上流側配管４１ｕ及び下流側配管４１ｄの一方又は両方が収容室３の内部空間３ａに連通し、車両重衝突時以外には上流側配管４１ｕ及び下流側配管４１ｄの両方が内部空間３ａから隔離され続けるように、コンプレッサ４３、燃料電池スタック１０及びインタークーラ４２と、上流側配管４１ｕ及び下流側配管４１ｄとの間の連結力が設定されるという見方もできる。   In another embodiment according to the present invention, when one or both of the compressor 43 and the fuel cell stack 10 move relative to the intercooler 42 in the event of a heavy vehicle collision, the connection between the compressor 43 and the upstream pipe 41u, At least one of the connection between the upstream pipe 41u and the intercooler 42, the connection between the intercooler 42 and the downstream pipe 41d, and the connection between the downstream pipe 41d and the fuel cell stack 10. I miss. In this case, when one or both of the compressor 43 and the fuel cell stack 10 move relative to the intercooler 42 at the time of a heavy vehicle collision, one or both of the upstream side pipe 41u and the downstream side pipe 41d become the internal space 3a of the storage chamber 3. , The compressor 43, the fuel cell stack 10, the intercooler 42, and the upstream pipe 41u so that both the upstream pipe 41u and the downstream pipe 41d are kept isolated from the internal space 3a except during a heavy vehicle collision. In addition, it is possible to view that the connecting force between the pipe 41d and the downstream pipe 41d is set.

本発明による更に別の実施例では、車両重衝突時にコンプレッサ４３及び燃料電池スタック１０の一方又は両方がインタークーラ４２に対し相対移動することにより、上流側配管４１ｕ又は下流側配管４１ｄの管壁が破断し、それにより上流側配管４１ｕ又は下流側配管４１ｄが収容室３の内部空間３ａ内に連通する。なお、この場合の破損は、車両重衝突時に上流側配管４１ｕ又は下流側配管４１ｄに例えばモータジェネレータが衝突して上流側配管４１ｕ又は下流側配管４１ｄが破損することと性質を異にする。この場合、車両重衝突時にコンプレッサ４３及び燃料電池スタック１０の一方又は両方がインタークーラ４２に対し相対移動することにより上流側配管４１ｕ及び下流側配管４１ｄの一方又は両方が収容室３の内部空間３ａに連通し、車両重衝突時以外には上流側配管４１ｕ及び下流側配管４１ｄの両方が内部空間３ａから隔離され続けるように、上流側配管４１ｕ及び下流側配管４１ｄの強度が設定されるということになる。なお、図３を参照して説明したような、上流側第１管部分４１ｕ１と上流側第２管部分４１ｕ２との間の連結解除及び下流側第１管部分４１ｄ１と下流側第２管部分４１ｄ２との間の連結解除をそれぞれ、上流側配管４１ｕの破損及び下流側配管４１ｄの破損と捉えることもできる。   In still another embodiment according to the present invention, one or both of the compressor 43 and the fuel cell stack 10 move relative to the intercooler 42 in the event of a heavy vehicle collision, so that the pipe wall of the upstream side pipe 41u or the downstream side pipe 41d is changed. It breaks, and the upstream pipe 41u or the downstream pipe 41d thereby communicates with the interior space 3a of the storage chamber 3. Note that the damage in this case is different from the nature in which, for example, a motor generator collides with the upstream pipe 41u or the downstream pipe 41d and the upstream pipe 41u or the downstream pipe 41d is damaged at the time of a heavy vehicle collision. In this case, when one or both of the compressor 43 and the fuel cell stack 10 move relative to the intercooler 42 at the time of a heavy vehicle collision, one or both of the upstream side pipe 41u and the downstream side pipe 41d become the internal space 3a of the storage chamber 3. The strength of the upstream piping 41u and the downstream piping 41d is set so that both the upstream piping 41u and the downstream piping 41d continue to be isolated from the internal space 3a except during a heavy vehicle collision. become. As described with reference to FIG. 3, the connection between the upstream first tube portion 41u1 and the upstream second tube portion 41u2 is released, and the downstream first tube portion 41d1 and the downstream second tube portion 41d2 are connected. Can also be regarded as breakage of the upstream pipe 41u and breakage of the downstream pipe 41d.

いずれにしても、包括的に表現すると、車両重衝突時にコンプレッサ４３及び燃料電池スタック１０の一方又は両方がインタークーラ４２に対し相対移動することにより上流側配管４１ｕ及び下流側配管４１ｄの一方又は両方が収容室３の内部空間３ａに連通し、車両重衝突時以外には上流側配管４１ｕ及び下流側配管４１ｄの両方が内部空間３ａから隔離され続けるように、上流側配管４１ｕ又は下流側配管４１ｄが形成される、ということになる。   In any case, in a comprehensive expression, one or both of the upstream side pipe 41u and the downstream side pipe 41d are moved by moving one or both of the compressor 43 and the fuel cell stack 10 relative to the intercooler 42 in the event of a heavy vehicle collision. Communicates with the internal space 3a of the storage chamber 3, and the upstream side piping 41u or the downstream side piping 41d so that both the upstream side piping 41u and the downstream side piping 41d continue to be isolated from the internal space 3a except during a heavy vehicle collision. Will be formed.

別の実施例では、コンプレッサ４３と燃料電池スタック１０との間に、加湿器、吸気バルブ等が配置される。   In another embodiment, a humidifier, an intake valve or the like is disposed between the compressor 43 and the fuel cell stack 10.

１ 電動車両
２ 乗員室
３ 収容室
５ サスペンションメンバ
１０ 燃料電池スタック
４１ｕ 上流側配管
４１ｄ 下流側配管
４２ インタークーラ
４３ コンプレッサ
Ａ 燃料電池システム DESCRIPTION OF SYMBOLS 1 Electric vehicle 2 Passenger room 3 Accommodating room 5 Suspension member 10 Fuel cell stack 41u Upstream side piping 41d Downstream side piping 42 Intercooler 43 Compressor A Fuel cell system

Claims (3)

酸化剤ガスを吐出するコンプレッサと、コンプレッサから吐出された酸化剤ガスを冷却するインタークーラと、燃料ガスと酸化剤ガスとの電気化学反応により電力を発生する燃料電池スタックとを乗員室の車両長さ方向外方に形成された収容室内に収容し、
コンプレッサの出口とインタークーラの入口とを上流側配管により互いに連結すると共に、インタークーラの出口と燃料電池スタックの酸化剤ガス通路の入口とを下流側配管により互いに連結した、電動車両であって、
車両に入力される衝撃荷重があらかじめ定められた上限値よりも大きい車両重衝突時に、コンプレッサ及び燃料電池スタックの一方又は両方がインタークーラに対し相対移動するようにこれらコンプレッサ、インタークーラ及び燃料電池スタックを収容室内に設け、
車両重衝突時にコンプレッサ及び燃料電池スタックの一方又は両方がインタークーラに対し相対移動することにより上流側配管及び下流側配管の一方又は両方が収容室の内部空間に連通するように上流側配管又は下流側配管を形成した、
電動車両。 The vehicle length of the passenger compartment includes a compressor that discharges the oxidant gas, an intercooler that cools the oxidant gas discharged from the compressor, and a fuel cell stack that generates electric power through an electrochemical reaction between the fuel gas and the oxidant gas. Accommodated in a storage chamber formed outward in the vertical direction,
An electric vehicle in which the outlet of the compressor and the inlet of the intercooler are connected to each other by an upstream pipe, and the outlet of the intercooler and the inlet of the oxidant gas passage of the fuel cell stack are connected to each other by a downstream pipe,
The compressor, the intercooler, and the fuel cell stack are arranged so that one or both of the compressor and the fuel cell stack move relative to the intercooler at the time of a vehicle heavy collision in which the impact load input to the vehicle is larger than a predetermined upper limit value. In the containment chamber,
Upstream piping or downstream so that one or both of the upstream piping and downstream piping communicate with the internal space of the housing chamber by moving one or both of the compressor and the fuel cell stack relative to the intercooler in the event of a heavy vehicle collision. Formed side piping,
Electric vehicle. 前記インタークーラが車両フレームに直接的に固定され、前記コンプレッサ及び前記燃料電池スタックが車両フレームにマウントを介して間接的に固定される、請求項１に記載の電動車両。   The electric vehicle according to claim 1, wherein the intercooler is directly fixed to a vehicle frame, and the compressor and the fuel cell stack are indirectly fixed to the vehicle frame via a mount. 前記上流側配管又は前記下流側配管が互いに連結された複数の管部分から形成されており、前記車両重衝突時に前記コンプレッサ及び前記燃料電池スタックの一方又は両方が前記インタークーラに対し相対移動することによりこれら管部分同士間の連結が外れ、それにより上流側配管及び下流側配管の一方又は両方が収容室の内部空間に連通する、請求項１又は２に記載の電動車両。   The upstream pipe or the downstream pipe is formed from a plurality of pipe portions connected to each other, and one or both of the compressor and the fuel cell stack move relative to the intercooler at the time of the vehicle heavy collision. The electric vehicle according to claim 1 or 2, wherein the connection between the pipe parts is released by this, whereby one or both of the upstream side pipe and the downstream side pipe communicate with the internal space of the storage chamber.
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CN105283336A (en) 2016-01-27
CA2916464A1 (en) 2015-10-29
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DE112015001911B4 (en) 2020-12-10

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